Apparatus for cleaning vehicles



Nov. v19, 1940. T. A. Mmmm 2,221,876 I APPARATUS FOR CLEANING VEHICLES Filed Feb. Y28, 1933 4 Sheets-Sheet 3 l Peg; @uw

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T. A; MACKIN A APPARATUS FOR CLEANING VEHICLES Filed Feb. 28, l1933 4 Sheets-Shee'l 4 If/@ms Mac/fn y Patented Nov. 19, 1940 uNi'rso STATES PATENT OFFICE 10 Claims.

'This invention relates to apparatus for cleansing vehicles and more particularly to a. washer for thoroughly cleansing all of the exterior portions of a. vehicle Without manual assistance and 5 with a minimum of attention.

The cleansing and polishing apparatus will be fully disclosed herein in connection with a specic embodiment particularly adapted for cleansing locomotive engines. This application l is an improvement on my prior patent No.

1,931,444,4 granted October 17, 1933, and patent No. 2,057,388, granted October 13, 1936.

Prior to my invention disclosed in the earlier filed patents above referred to, locomotives had been cleaned by operators walking around and impinging high velocity streams of water, compressed air and heavy oil in a haphazard manner upon the exterior surface of the locomotive engine. I disclosed in the prior patents, before mentioned, methods and apparatus whereby locomotives can be washed by low velocity streams of cleansing liquid simultaneously contacting every portion of the locomotive lying within a narrowly restricted zone, the washing zone pro- 25V -gressing from end to end of the vehicle.

I have discovered that a vehicle may be cleansed by directing upon its exterior surface thin film-like sprays of liquid and I have made the further discovery that the cleansing eiect of the thin sheet-like lms of liquid is` enhanced lif they strike the surface to be cleansed at some angle less than a right angle measured between the stream and the portion of the surface already cleansed. The cleansing action of the streams is further enhanced by progressing over the surface toward the direction in which they are inclined. This gives the eiect of pushing the deposit of dirt and foreign matter ahead of the cleansing stream. A plurality of the sheet-like streams or sprays of fan shape may be made to follow each other closely over the surface to be cleansed. The present application will disclose fully apparatus for effectively carrying out the novel methods involving cleansing by sheet-like sprays, and 45 more particularly inclined sheet-like sprays, for

washing railway rolling stock and locomotive engines, in practice of the cleansing methods to be disclosed herein.

Accordingly, it is a primary object of my invention to provide novel apparatus for thorough- A ly cleansing the entire exterior of the vehicle including the top, bottom, and sides thereof by a single operation.

It is a further object of this invention to provide novel apparatus for cleansing the vehicle by iilm-like sprays of fan shape moving progressively over the exposed surfaces of the vehicle from end to end thereof.

Another objectof my invention is to providenovel means for cleansing solely by a. spray in the form of unbroken vsheets or films of liquid, d1- rected at an angle with respect to the surface to be cleansed toward the untreated portion of the surface, to push the accumulated foreign matter 5 and dirt away from the clean surface and in the direction of progression of the cleansing spray.

Still another and related object of my invention is to provide novel spray means for cleansing by a plurality of thin, unbroken sheet-like sprays of fan shape inclined toward the direction in which the sprays progress over the surface to be cleansed, and arranged so that the plurality of sprays reaches any given part of the surface with the sheet or lrn-like characteristics ofthe individual sprays unchanged.

A further related object of the invention resides in the provision of a new nozzle designed to project a thin film or sheet-like stream of liquid of a thickness approximating that of thin cardboard. A still further object of the invention resides in the arrangement of a plurality of the new nozzles disclosed herein in staggered relationship to project a series of` overlapping, non-interfering, sheet-like sprays lying in closely spaced parallel planes.

The novel apparatus according to this invention is effective to remove deposits caused by the settling of products of combustion on the exterior surfaces of the locomotive engine and in the numerous crevices in and about the auxiliary apparatus mounted on the jacket.

On roads where soft coal is burned the products of combustion are effectively removed with rthe apparatus of this invention, and after removal thereby, the surface is conditioned to retard further formation of such deposits. After removal of the accumulated combustion stains the locomotive may be cleansed in any manner or washed and polished in one operation by practicing the methods and .employing the apparatus disclosed in my copending applications above referredvto. However, my improved apparatus disclosed herein may be used most effectively to remove the deposits of combustion products and to wash and polish the entire locomotive, including the parts lying beneath it in one operation without manual assistance.

It is therefore a still further object of this in` vention to provide apparatus for removing stains and deposits caused by accumulation of products of combustion by a single Washing operation, and this phase of the invention resides further in the provision of new cleansing solutions to effectively 55 remove combustion stains and deposits of matter accumulated as a result of burning soft coal.

A still further object of the invention is to provide novel uid supply means for an automatic Washing apparatus which is fully automatic in 60 operation and rcsponds to movement of a vehicle to be washed, to supply fluid incorporating denite and predetermined quantities of solvent ingredients and polishing elements.`

Still another and related object of the invention resides in the provision of combined electrical and fluid control arrangements for said fluid supply means, involving a minimum of electrical Wiring and operating the control valves and the fluid pressure producing means in a predetermined sequence to prevent water hammer and strain on the piping and valves.

Still another and related object of this invention resides in the provision of fluid pressure operated valves, the admission of fluid pressure to the control means of which is controlled by approach of the vehicle to the washing zone, so that the operation of the fluid pressure operated valves is retarded through delay in application of full fluid pressure to the control means of the valves to prevent the nozzles of the machine from receiving fluid under full pressure until the nozzle carrying standards have reached washing position.

Still another object of my invention is to provide an automatic locomotive washing apparatus movable to and from washing position by an electric motor under control of a single relay energized from a track circuit comprising a section of track adjacent the washer.

Still another object of my invention is to provide a vehicle washing system embodying a plurality of automatic washers and a common supply valve installation.

Still another object of the invention is to provide an automatic vehicle Washer having movable standards arranged adjacent the path traveled by a vehicle during the washing operation and arranged to swing toward the rearmost part of the vehicle immediately after it passes the washing standards for purposes of directing cleansing sprays from the standards over the whole area of the' end of the vehicle.

Further objects of my invention will appear in the following disclosure of my preferred method and apparatus and are defined by the terms of the appended claims.

In the drawings:

Figure 1 is a perspective view illustrating the sprays and general arrangement of the nozzles in relation to a locomotive.

Figure 2 is a diagrammatic View of the piping andiluid supply connections for preferred embodiments of the invention.

Figure 8 is a top plan View of the washing station of Figure l with parts omitted.

Figure 4 is a sectional elevation of the Washing station of Figure 3, taken on line 4-4 illustrating in detail the piping arrangement and supports.

Figure 5 is a view similar to Figure 4 illustrating in detail the washing standards and the operating mechanism therefor, certain of the parts shown in Figure 4 being omitted for the sake of clearness of illustration.

Fig. 5a is a plan view of the bottom spray pipe.

Figure `6 is a View in plan of the valve arrangement and piping for supplying washing uid to two washing stations.

Figure 7 is a view in section on line 'I-1, taken through the pit shown in Figure 6 and illustrating in elevation the automatic valve arrangement shown thereon.

Figure 8 is an elevational view of one of the standards comprising part of the washing apparatus with the nozzles in position.

Figure 9 is a circuit diagram of an automatic control arrangement for the preferred embodiment of my washing apparatus.

Figure 10 is a diagram of the circuit connections of a slightly modified form of control arrangement.

Figure 11 is a view in elevation of a preferred form of nozzle used with the standard of Figure 8.

Figures 12 and 13 are elevational views of the inner and outer faces respectively of the orifice portion of the nozzle of Figure 11. l

The invention will be hereinafter described as an automatic washer for cleansing railway rolling stock and particularly locomotive engines moved on a track adjacent the washer. While I have chosen to illustrate my invention in connection with a 'locomotive washer, it is to be understood that the invention may be effectively practiced in the washing of any kind of vehicle and could be used to advantage to Wash buses and automobiles.

Referring to the drawings in which like reference characters designate like parts, numeral 4 designates generally a foundation comprising two foundation sections 6 and 1 and a connection section 8. Foundation 4 serves as a waste receptacle to catch the washing liquids so that they may be collected for treatment and recirculation or drained to a waste sewer. Sidewalls 9 and I0 of the connecting section 8 carry girders I2 which support a railway track section I I upon which locomotives or other railway rolling stock to be cleaned is adapted to run through the washing station. The cross ties of track section II rest on said walls which extend from connecting section 8 to the longitudinal boundaries of foundation sections 8 and 1.

Foundation section 8 is provided with a transverse section I4 and a pit I6 joined by a connecting trough or channel I1. A drain pit I8 is formed at the outer end of channel I4, and is provided with a suitable waste connection I9. A transverse depression in foundation section 1 aligns with the channel between walls 9 and I0 of foundation section 8 which in turn aligns wtih transverse channel I4.

The long communicating passage or channel so provided, beginning at pit I6 and ending with transverse channel 2li serves as a-drain trough to pit I8 and as a protective housing for the piping and mechanical linkage to be described. A framework of longitudinally arranged channel members 2l, 22, 23 and 24 is supported from and suitably connected to structural members and 21. Members 25 and 21 are carried by outer wall 28 of section 6 and walls 29 and 3I of channel I4. A similar framework is provided over cross channel 20 of foundation section 1.

Structural members 32 are supported from wall 28 and wall 28 which extend at a right angle to channel I4 to enclose a side of passage I1.

Concrete aprons 33 are provided which slope in the direction of the arrows towards the central trough 8, I4, 20 which slopes towards pit IB. That is, the drainage is so arranged that surface liquids pass into drain troughs I4 and 20 and these drain troughs and channel 8 slope inwardly toward pit I8, discharging into said pit. On reference to Figure 4, it will be seen that cross channels composed of the three sections described slanttoward the right so that liquid will drain therefrom into the bottom of -pit I8 and to sewer or drain pipe I9. Bythis arrangement of surface drainage no accumulation of water or washing fluid occurs since all extra uid is at once drained away from the washing station.

The pits in which the operating mechanism and the pipes are positioned may be covered when in use by plates 34, which rest on members 25, 21 and 32 and are formed to accommodate the mechanism to be described. The washing station Ais neat in appearance with no open pits or holes, nor any accumulations of water or oil.

Planks 35 suitably supported t over track section Il and cover cross pit 8. A slot is provided in plank covering 35 extending from rail to rail of the track to accommodate the spray nozzles to be described which Wash beneath the engine. The plank covering slopes toward the slot both longitudinally and laterally to provide for drainage.

Rotatably journaled between and steadied by channel member 2| and 22 are vert-ical pipes 31 and 38 which support the main vertical standards about to be described in detail. Suitable swiveling water-tight joints or connections 39 provided with an upper rotatable pipe connection for pipes 31 or 38 and a lower stationary pipe connection 40 are suitably secured on pedestals4l.

The vertical pipe sections 31 and 38 project upwardly from their respective pits and have secured thereto horizontal pipe sections 42 and 43 respectively (Figure 5). Horizontal pipe sections 42 and 4-3 are secured to the upper surface of carriages or tables 44 which are secured at one corner to the'vertical pipes 31 and 38 and are provided with supporting anti-friction rollers 45. The carriage 44 is not shown in Fig. 1. At their inner ends, horizontal pipe sections 42 and 43 are provided with quad-ruply branched connections 48,(Figures 1, 4 and 5) into which are connected horizontal sections 41 positioned at right angles to horizontal sections 42 and 43. vHorizontal pipe sections 41 are connected to and communicate with centrally positioned main vertical pipe member 48. The outer ends of horizontal pipe vsec:- tions 41 are connected to shorter vertical pipe sections 49 which parallel main vertical section 48. At their upper ends the main vertical sections 48 are connected to upwardly and inwardly curved pipe sections 58 which may be of smaller diameterthan the main pipe section 48. The main vertical standard comprising pipes 48 and 49, it is to be understood, will be shaped to most eiectively conform to the average contour of the vehicle to be treated. The pipes 49 may be joined near their upper ends by a brace 49', as shown in Fig. 1.

The main vertical pipe sections 48, upper sections 58 and the shorter vertical pipe sect-ions 49 are all provide with a series of threaded openings for the reception of nipples 5I to the ends of which are removably secured nozzle members 52. The nozzle members 52, which are a part of the invention herein disclosed, are shown in detail in Figures l1, 12 and 13, and are arranged in a novel manner which will be fully disclosed here- 1n.

Guy rods or guy wires 53 are secured at one end to a bracket 54 on the main vertical pipe section 48, said guy rods being secured at spaced points to the table members 44 to brace the upright pipes. For the sake of clarity the guy rods have been omitted in Fig. 1.

' When soft coal is used as fuel, the locomotives become covered with a tarry, gummy deposit, and to the end that this may be removed effectively and without damage to the painted surface, Ihave provided the novel arrangement to be described wherein an auxiliary cleansing stream of a deposit removing solution is directed on the locomotive, preferably in connection with and just before the locomotive is washed automatically. 5

The auxiliary vertical pipe 55 is suitably supported from table members 44, for example by bars 55 (see Fig. 8) secured thereto in any desired and convenient manner as by bolts or by riveting.' Vertical auxiliary pipe 55 is steadied 10 by braces 51 which embrace main vertical pipe 48 and auxiliary pipe 55 at their ends. The ends of each brace 51 ilt firmly on pipes 48 and 55, but permit rotation of the pipes to adjust the direction of the streams from the severalnozzles. l5

Nozzle members 58 are provided at intervals along the length of Vauxiliary pipe 55. The apertures of nozzles 58 are formed so that each directs a dispersing stream a substantial distance along track section Il as measured from the center of 20 .transverse foundation section 8. The distance to whichv these streams are to be projected from nozzle members 58 will vary in accordance with the circumstances of each installation, but I have discovered that with the locomotives -moving at 25 a. speed best suited for'passage through the filmlike streams produced by nozzle members 52, that the streams from auxiliary nozzle members 58 should be projected forwardly to strike the sur-r face of the locomotive at a distance of from i'lve 30 to ten feet from the center of main vertical pipe section 48.

The locomotive upon approaching the washing station will first be showered by the streams from auxiliary nozzles 58 after which a short 35 time will elapse before a given part of the surface wet by nozzles 58 encounters the streams of washing uid from main nozzles 52.

A deposit removing liquid may be conveniently lsupplied to auxiliary nozzle pipe 55 by means of 40 a flexible hose or other suitable connection which will not interfere with the rotation of main standards 31 and'38. I have shown on the drawings, by way of example, a flexible tubing or hose 59 which may extend along and be supported 45 by brackets 58 and table member 44 for supplying auxiliary pipe 55. Thetubing or hose extends through an aperture in plate 34 suitably positioned to receive the flexible tube so that it may yield as the nozzle standards move. A 50 tube 59 for each pipe 55 may be connected to fittings 50 on pipe 8|. 'Ihe supply of fluid to nozzle pipe 55 is controlled by a valve 62 located to suit the convenience of the operator.

During regular washing operations, valve 62 55 f is` maintained closed s o that the locomotive is cleansed by the streams from main nozzle members 52 alone. When the locomotive to be cleaned is covered with deposits of foreign matter resulting from fuel combustion or the deposits caused by the combustion of soft coal, the cleaning solution is introduced through valve 62 into pipe 8| as main pipe sections 48 approach washing position. The locomotive as it approaches the washing station to advance slowly therethrough 65 rst encounters the dispersing streams from nozzle members 58 which flow over the locomotive and penetrate and loosen the deposit. As the locomotive progresses, successive sections thereof encounter the film or sheet-like sprays of main nozzles 52 which remove the loose deposit and thoroughly clean the locomotive.

A solution of caustic soda is preferably sprayed from nozzles 58 and because of the short time which the caustic solution is permitted to remain 75 on the locomotive, it may be a relatively concentrated solution.

The treatment by the solution from nozzle members 58 is effective but relatively mild because of the short time that the solution is permitted to remain upon the surface. The effect of the treatment is to retard formation of fresh accumulations of matter caused by fuel combustion.

The main standards of the washing station are supplied with washing liquid from the Valve arrangement illustrated in detail in Figure 3 or 6 by means of the following connections. The stationary lower portions of the swiveling joints 39 are connected to pipes 63 and 64 which, as seen from Figures 3, 4 and 5, extend across the washing station through the cross pit 8. Pipes 63 and 64 are connected to a T coupling 65, one branch of which is connected to a supply pipe 66 which extends to the control pit 61 and is there connected in the case of a single washer to the Valve arrangement illustrated on Figures 3 and 4 which will be described in detail.

An upwardly extending pipe provided with a valve 68 is connected in any suitable manner to supply conduit 66, for example, by connection to a branch of tting and carries cross pipe 69 stopped at both ends with which it communicates. Cross pipe 69 is provided with spray nozzles 52 arranged in staggered relation as shown in Figs. 5 and 5a for thoroughly cleansing the underpart of the vehicle.

Main supply pipe 1Il (Fig. 2), receives hot water from a water heater 1I which may be of any desired type. In the preferred embodiment of my invention, water heater 1l is of the heat exchange type, the water being heated by steam which enters the heater through live steam conduit 12. A temperature regulator 13 is interposed in steam conduit 12 for controlling admission of heating steam into heater 1I to maintain the temperature desired. Temperature regulator 13 may be of the well known pressure operated Sylphon type. Thermostatic element 14, which may be of the expansible fluid type, eX- tends within heater 1| and is connected to regulator valve 13 so that steam will be admitted to conduit 12 in accordance with the temperature existing in heater 1 I.

Water is pumped to heater 1l through conduit 16 by means of a centrifugal pump 16 driven by motor 19. Conduit 16 may communicate with a reservoir or any suitable source of water supply. In the event that the washing uid col- -lected in foundation 4 is to be recirculated, conduit 16 will be connected to receive the fluid collected in the foundation.

Heated Water flows from the heater under pressure through outlet conduit 11 to supply pipe 66. Reference character 8| represents a motor starter, the controlling coil 82 of which is connected by conductors 83 and 84 to one conductor of supply main 81 and the contacts of a control relay 89, which relay is controlled by movement of a vehicle on track section Il as indicated by Figures 9 and 10. Valves 9| are connected in conduit 16 on each side of pump 18 .for the purpose of controlling the flow of A liquid through the pump.

Where a system of washers in accordance with one phase of my invention is, to be installed, comprising a plurality of Washers serving adjacent tracks, the supply pipe 66 of the associated washers Vextends to a common control pit 61, supplied by a common supply pipe 'I0 as illustrated in detail by Figures 6 and 7 of the accompanying drawings. The valve arrangement for the system of washers will be fully disclosed as the description proceeds.

As thus far described, it will be apparent that the nozzles 52 provided on the upright pipes 48 and 49 will be supplied with a cleansing fluid from the connecting pipes including the cross pipes 63, 64, the T coupling 65, and the supply pipe 66. The upright pipes 48 and 49 are rotatably mounted about their respective swivel joints 39 for movement into and out of operative washing position by mechanism to be hereinafter described.

In Figure l the pipe sections are shown positioned in their washing position whereby sprays emitted from the nozzle members 52 will completely envelop and wash a locomotive or other piece of railway rolling stock positioned on the tracks Il. When the Washing is completed the pipe sections may be swung 90 away from the track automatically or under manual control to a non-washing position where they will not endanger employees or interfere with passing equipment.

From the description given as to the slope of the washing surfaces it will be apparent that any excess washing fluid will be drained into the drain trough composed of the connecting cross channels to the drain pit i8 from whichl it may be removed for treatment and recirculation or be passed out of Waste pipe I9 to the sewer.

Flow of washing fluid through supply pipe 66 is controlled by a fluid pressure operated valve designated generally Vby reference character 94 und-er control of the pilot valve 95 which is cont1 olled by relay 89 upon passage of a vehicle in the manner described. A hand controlled Valve 92 is positioned in this line to permit stoppage of the flow at any time so that the washer may be taken out of commission when maintenance Work is lto be done or if it is to remain idle for a time.

Fluid pressure operated Valve 94 may be of the type in which the Valve stem is operated by a diaphragm moved in response to fluid pressure. The pilot valve 95 is preferably of the type in which a Valve operating solenoid operates a three way valve automatically, accordingly as it is energized or de-energized and may be of the type disclosed in my Patent No. 1,931,444, granted Oc- 'tober 17, 1933.

Pressure operated valve 91 is provided to drain supply pipe 66 after passage of the vehicle through the washing station. Valve 91 may be of ythe same type as valve 94, the diaphragm chamber of which is connected by a conduit arrangement to pilot valve 95 in a manner to be hereinafter fully described in connection with the automatic operation of the washing station.

In order to thoroughly cleanse a vehicle such as a locomotive which is covered with a coating of dust, grease, dirt and foreign matter such as ashes and soot resulting from combustion of fuel it is desirable that a cleansing oil and preferably my improved solvent disclosed in my Patent No. 2,057,388 referred to herein be incorporated and mixed with the hot wat-er for spraying upon the vehicle.

A preferred arrangement for supplying solvent or oil is illustrated diagrammatically in Figure 2 of the drawings. Fluid tank 98 is provided which holds a supply of oil or other cleansing material which is to be added tothe water in supply pipe 66. Tank 98 is provided With a filling connection controlled by valve 99 through which the oil or cleansing material may be introduced into tank 98. A vent connection is also provided for tank 98 controlled by valve |0|. 'I'he fall of pressure across valve 94 is utilized to feed the contents of tank 98 to supply pipe 66 in desired sired amounts into conduitSS.

quantities.

To this end a conduit |02 connects main supply pipe10 with tank 98. A vcheck valve |03 in conduit |02 prevents back flow of the contents of tank 98 into main supply pipe 10 under-abnormal conditions of operation. A drain pipe |04 equipped with valve |05 is provided for draining tank 98 or conduit |02 when desired. Valves |06 and |01 on each side of the connection of drain pipe |04 to conduit |02 permit draining of tank 98 or conduit |02.

Conduit |09 is connected to the top of tank 98 and to supply pipe 66 for the purpose of feeding the contents of tank 98 into supply pipe 66 beyond lthe fluid pressure control valve 94. A hand operated valve |I| and an automatically oper# ated fluid pressure valve ||2 are interposed in conduit |09. Fluid pressure operated valve ||2 is under the .control of pilot valve 95 which is in turn controlled by relay 89 upon passing of a vehicle in a manner-to be described.

Gauge glass ||4 on tank 98 indicates the level of uid in Ithe tank and is used when filling the tank to determine when a suicient quantity of oil has been introduced to ll the tank.

The procedure followed to initially fill tank 98 with the oil or other desired cleansing iiuid is to close valves |01 and and open valves 99 and The cleansing material is admitted through valve 99 until the fluid rises to the top of gauge glass ||4. When the level of the iiuid is vat the vtop of glass ||4, valves 99 and |0| are closed.

To cause the cleansing fluid to be admitted to.

supply conduit 66 valve |05 is closed and valves |05, |01 and valve are opened.

The pressure in conduit |02 will exceed that in conduit |09 by an amount sufficient to cause the contents of tank 98 to be introduced in de- The quantity ofoil or solvent to be added will vary in accordance with the particular cleaning job at hand. In practice, excellent results are secured when approXima-tely one pint of solvent is fed into each one hundred and fifty gallons of Water.

As thus far described, it will be clear that with hand operated valves 92 and open, the opening of thepressure operated valves ||2 and 94 complete washer.

will allow flow of hot water and solvent or oil to the spraying pipes and said mixture will be ejected through the nozzle members 52 on the main washing standards in a manner to be fully described in connection with the operation of the The solvent or oil enters the hot water lines at a point remote from the nozzle members 52 so that theoil is vpicked up and thoroughly mixed with the hot water, prior to the ejection of the washing fluid from the nozzles. By this construction the solvent or oil is equally distributed throughout the mass of water prior to the ejection from the nozzles.

Figures 11, 12 and 13 illustrate in detail nozzle 52 which projects the cleansing liquid in a thin unbroken sheet or film which I have discovered to be most effective for cleansing a vehicle in connection with 'the apparatus disclosed herein. Referring in detail to these gures, each nozzle will be seen to comprise a body portion H5 and a mouth piece H6, a threaded shank ||1 of the latter being engaged with threads on the interior of body portion IIS. Threaded bore ||8 slightly smaller in diameter than shank j |1 provi-des for connection of the nozzle members to nipples 5| on the washing standards. The nozzle members 52 are preferably connected to nipples 5| by readily at any time.

The face of mouth piece ||6 from which the stream issues is formed with a conical depression |l9, the sides of which are truncated and end at elliptical orice |20, which opens into the flat end of shank ||1. The inner flat end of shank ||1 is provided with an. elongated slot or recess |2 the center of which coincides with the center of elliptical orice |20. The sides of slot |2| are concave and converge to intersect on a line which is substantially an arc of a circle curving inwardly from the ends of slot |2|. Slot |2| is Widest where its center coincides with the center of elliptical orifice |20 and tapers in both directions toward the circumference of shank ||1. The edges of korifice |20, Where they intersect the plane of the inner end of shank H1, are curved.

Liquid under pressure entering nozzle member 52 merges through orifice |20 and is projected from the conical depression ||9 in the form of an unbroken lm of liquid lying in a plane substantially ninety degreesfrom the major axis of orifice |20. Orifice |20,' slot |2| and conical depression H9, when bearing the relative proportions illustrated, project a stream which is of t'he thickness of heavy paper or thin cardboard.

Nipples 5| are provided on pipe sections 48, 50, and 69 in staggered relationship so that nozzle members 52 which are connected to the nipples 5| may project non-interfering streamswhich reach the surfaces to be cleansed without interference. As illustrated on Figure 1, the films -of liquid lie in parallel planes. The streams from the nozzles lying along one line, overlap the streams from those which are located along a parallel line which is spaced slightly from the first so that the surface is thoroughly cleansed. Nozzle members 52 on auxiliary pipe sections 49 are likewise mounted in staggered relationship. Auxiliary nozzles 52 aid in thoroughly cleansing the pilot, the Wheels, and their connected driving rods and the cylinder jackets and valve linkage. As previously described nozzle members 52 are preferably applied wit-l1 only suiiicient force so that they may be individually adjusted by hand to permit of .procuring the best distribution of the streams which emerge from nozzle members 52 on the vertical pipes of the washing standards. Each of the pipe sections 48, 49 and 50 by reason of their connections by screw-threaded fittings may be rotated so that the streams from nozzle `members '52 may lie parallel to the centerline liquid as it runs down o ver the vehicle.

The streams from the nozzle members on auxiliary pipes 49 may be directed by turning these pipes so that the streams therefrom lie in diverging planes. The streams from the nozzle members on one auxiliary pipe 49 on each standard are directed toward the approaching vehicle, and streams from the remaining auxiliary pipes are directed toward the receding portions of the vehicle. With this arrangement of the nozzles on auxiliary pipes 49, nozzles 52 on the lower end of the main pipe 48 are preferably arranged to project streams of liquid at right angles to track The vertical pipes 31 and 38 have been described as being rotatably supported for rotation about the stationary portions of the joints 39. Pipe 31 has securely fixed thereto a bell crank |23 (Figure 3) positioned within channel I4. A single lever crank |24 is securely i'lxed to pipe 38. The arms |25 of bell crank |23 and crank |24 are connected by a reach rod |26 passing through cross pit or trough 8. An operating rod |21 is connected at one end to bell crank arm |23 and at its other end to a crank arm |28 which is connected to the rotary shaft |29 (Figure 3) driven by electric motor |30. It will thus be seen that rotation oi the motor driven shaft |29 will impart rotation to the upright pipes 31 and 38 by way of the connections just described, rotating nozzle-equipped pipes 48, 49 and 55 about the axes defined by the pipes 31 and 38. Electric motor is adapted to be automatically energized to move the nozzle-equipped pipes to and from their operative washing position shown in Figure 1, to a position entirely clear of the tracks. The mechanism now to be described in detail is provided for energizing and deenergizing the motor |30 and for controlling the uid supply automatically.

As indicated diagrammatically by Figures 9 and 10, track section I is isolated from the tracks leading to the Washing station by electrical insulating sections |3| whereby an insulated track section is provided. The preferred electrical connections for initiating and discontinuing operation of the several elements of the washers are illustrated on Figure 9 of the drawings. A modiilcation of this arrangement is shown on Figure 10 of the drawings, which is somewhat like that disclosed in my Patent No. 2,057,388, referred to herein, but differs in several important details, some of which are common to Figure 9.

In the specific embodiments of the electrical connections illustrated, I have chosen to disclose control arrangements adapted for use on alternating current. However, it Will be understood that direct current may be used for the current supply with appropriate changes in the circuits described.

A housing |32 is shown (Figure 1) which may be positioned over pit |6 and preferably encloscs motor |30 and control panel |33 (Figure 9). The motor and electrical apparatus associated therewith are supported from control panel |33 and sheltered from the weather by housing |32.

The control relay 89 previously referred to'is preferably positioned on panel |33 to minimize the amount of necessary control wiring which is connected to control the several circuits in a manner about to be described. Relay 89 comprises an operating coll or winding |34 and. movable contacts |36, |31, |38 and |39 carried by a bar |40which is preferably of insulating material. Contact |31 normally engages xed contact 4| when coil |34 is deenergized. Electrical venergization of coil |34 moves bar |40 and the contacts thereon into electrical engagement .with stationary contacts |42, |43 and |44 respectively. A series of double pole switches which may be of any well known type are indicated by referthe well known toggle type snap switches may be used which are adapted for convenient mounting on a switchboard or panel. Switches |45, |46 and |48 are illustrated as of the double pole type, one set of contacts only being used. Switch |41 is'connected as aidouble pole switch. A terminal block |49 is employed on panel |33 to facilitate installation of the necessary wiring. v Y

Incoming power supply conductors 81 which in the embodiments illustrates by Figures 9 and 10 receive energy from a conventional three phase alternating current system, are connected to the stationary. contacts of a main switch |50 which is provided in the usual manner with fuses or any other suitable protective device.

It is to be understood that power supply 'conductors 81 could be connected to receive energy from any source of alternating or direct current, motor |30 being selected to operate from the available power supply. If the direct current is used energy will be transmitted to motor |30 from two supply conductors 61, With the interposed reversing connections to be described arranged to reverse the connections of either the armature or the field.

For the purpose of making clear the description which is to follow and to aid in tracing the circuits used, main conductors 81 are designated by reference characters |5I, |52, and |53.

Motor |30 is supported from a ventilated housing |54 which is in turn carried by the supporting structure of housing |32, the latter sheltering motor |30 and housing |54. Motor housing |54 forms a support for panel |55 which carries motor reversing switches |56 and |51 respectively which are of the electromagetically operated type.

The terminal block |58 within hou-sing |54 facilitates the connection of the necessary conductors between the apparatus on panel |33 and the apparatus on panel |55. Contacter |56 is provided with an operating coil |59 and fixed contacts |60 and |6|. An armature moves in r..- sponse to energization of coil |59 and brings movable contacts |62 and |63 into electrical engagement with fixed contacts |60 and |6|.

Reversing contactar |51 is likewise provided with operating coil |64 and fixed contacts |65 and |66.` Anarmature carries movable contacts |68 and |69 which are moved under the influence of operating coil |64 into electrical engagement with fixed contacts and |66 respectively.

Fixed contacts |6| and |65 of contactors |56 and |51 respectively are joined by conductor |10. Fixed contacts |60 and |66 of contactors |56 and |51 respectively are joined by conductor4 |1|.

Motor` |30 is provided with leads |12 and |13 connected to the main supply conductors in a manner to be described. Conductor |10 is connected by wire |14 with main supply conductor |5|. Conductor |1| is connected by wire |15 with main conductor |53 at switch |50.

Lead |12 of motor |30 is connected through solenoid brake mechanism |16 over the branch leading to contacts |62 and |68 of contactors 56 and |51.

One of the leads |13 of motor |30 is connected at switch |50 to main supply conductor |52. Lead |11 of motor |30 is connected to movable contacts |63 and |69 of contactors |56 and i 51 respectively. Operating coil |59 of contactor |56 is connected by wire |19 through switch |48 to contact |31 on armature |40. Contact |31 is normally in electrical engagement with back contact |4| of relay 89, which is in connectionover wire |8| with switch |48. Switch |48 is connected to main supply conductor |52 through a branch of wire |83 which is connected to one pole o switch |41 and to the operating coil of pilot valve 95. The other pole of switch |41 is connected to wire |82 which with wire |83 completes the circuit to pilot valve 95 frommains |52 and |5|. The remaining end of operatingr coil |59 is connected to stationary contact |86 of the limit switch which is designated generally by reference character |81.

Operating coil |64 of contactor |51 is connected by wire |88 with stationary contact |44 of relay 89. Movable contact |39 with which it cooperates is connected by wire |89 to switch |48 which as previously described is connected by wires |82' and |83 with main supply conductor |52. The other end of operating coil |64 is connected to contact |9| of limit switch |81.

Limit switch |81 comprises a sector |92 secured to shaft |93 which is rotated by motor |30. Fixed contacts |86 'and |9| previously described are provided with contact prongs which cooperate with movable contact |98. Movable contact |98 is moved by segment |92 from the position indicated on Figure 9 when the main washing standards reach their operative position.

Movable contact |98 is connected by conductor 206 to conductor |1|. Motor |36 drives operating shaft |29 (Figure 3)' through the medium of suitable gearing (not shown) which drives shaft |93 of limit switch |81. It is to be understood that limit switch segment 192 may be mounted directly upon shaft |29, the previously described connections remaining precisely as described.

The parts illustrated by Figure 9 are in the position which they Will assume when insulated track section is unoccupied. As the locomotive or other piece of rolling stock approaches the washing station and insulated track section the rails of the track are bridged by the axles ofthe locomotive which closes a circuit including battery 202 through conductor 203, relay operating coil |34, wire 205 and conductor 204 to the other rail of track section Relay coil |34 is thus energized by current supplied by the battery 202. Battery 202 may be small, consisting of a few cells of ordinary dry vbatteries supported conveniently from panel |33.

Energization of coil |34 of relay 89 moves armature |40 to open the connection between wires |19 and Wires |8. At the same time fixed contacts |42, |43 and |44 are brought into electrical engagement with corresponding movable contacts |36, |38 and |39 of armature |40.

Coil |64 of contacter |51 is now energized over wire |88, contacts |44 and 39 of relay 89, wire |89, switch |48, wires |82 and |83 and supply conductor |52. The circuit of the coil is completed from supply conductor |53 over wire |15 and the cooperating contacts |98 and |91 of limit switch |81. Energization of coil |64 closes contacts |66 and |69 and contacts |65 and |68 of contactor |51. Motor |30 is now connected through motor leads 12, |13, and |11 to main supply conductors 81 over the following circuits. Lead |12 is connected through the solenoid brake mechanism |16 over the branch leading to contacts |62 and |68 through contacts |68 and |65 of contactor |51, conductor |10 and wire |14 to supply conductor Motor lead |13 is conp nected directly at switch |50 to main supply conductor |52. Motor lead |11 is connected through contacts |65 and |66, conductor |1|, and wire to main supply conductor |53. Motor |30, because of the connectionsto supply mains 81 just described, operates and imparts rotation to shaft |29 which swings crank arm |23 previously described to move the main washing standards to washing position. As these standards approach washing position, segmentv |92 of limit switch |81 rotates, and when the standards are substantially in their operative washing position, contact |98 is moved from its engagement with contact prong |91 into engagement with the contact prong of contact |86 interrupting the circuit including coil |51 which allows contacts |65 and |68, and contacts |69 and |66 to open stopping the motor. l

Over-travel of the standards is prevented by solenoid brake |16 which may be of any well known type comprising a spring set brake released upon energization of coil 209, which is connected directly into motor lead |12. During the progression of the vehicle through the washing station, the rails of track section are continuously bridged by the wheels and axles thereof, maintaining the circuit previously described through operating coil |34 of relay 89, and hold- I ing contacts |31 and |4| thereof out of electrical engagement. f

As the locomotive passes from the washing station the rails of track section are no longer bridged whereupon coil |34 is deenergized permitting engagement of contact |31 and back contact |4| of relay 89. A circuit now completed includes coil |59 which is energized over a circuit, one branch of which includes wire |19, switch |46, contacts |31 and |4|, wire |8| to switch |48. wires |82 and |83 to main supply conductor |52.

The other branch of this circuit includes limit, switch contact |86, movable limit switch contact |98, which was positioned as the standards reached washing position, conductor 1| and wire |15 to main supply conductor |53. Lead |12 of motor 30 is now connected through contacts |60, |62, conductor 1| and wire |15 to main supply conductor |53. Lead |11 is connected to contacts |63, |6|, conductor |10 and wire |14 to main supply conductor |5|. Lead |13 is maintained in communication with supply conductor |52.

` will be observed that with this connection of the motor leads to supply conductors 81 that the connections to two of these leads have been interchanged, whereby motor |30 is caused to rotate' in reverse direction and move the standards from their operative positions. Limit switch sector |925 moves limit switch contact |98 to the right as viewed on Figure 9 when the standards have been moved to their idle position with pipe sections 42 and 43 substantially parallel tol track section Interruption of the circuits including the circuit of operating coil |59 at the limit switch contacts deenergizes contactor |56 and permits separation of contacts |60, |62 and contacts|6| and |63, stopping motor |30. The parts are then restored to the position illustrated on Figure 9 and are ready to repeat the cycle of operation upon the approach of the vehicle toward 1the washoperating coil |34 of relay 89, alording means of manually initiating operation of the washer so that the sequence of events described in connection with occupancy of track section will be followed. Moving switch |45 toits open circuit position will interrupt the circuit including battery 202 and coil |34 provided track section is unoccupied. Upon deenergization of coil |34 back contacts |31 and I4I are closed energizing operating coil |59 and contactor |56 in the manner previously described in connection with the passage of the Vehicle beyond track section to restore the standards to theirmain operating F position.

Manipulation of switch |46' to its open circuit position interrupts the connection to operating coil |59 of contactor |56 and serves to arrest or prevent movement of the washing standards towards their inoperative position away from track circuit Switch |41 disconnects the operating solenoid of pilot valve 95 from main supply lines |5| and |52 from which it derives its energization when contacts |38 and |43 of relay 89 are closed. With switch |41 in its open circuit position, pilot valve 95 remains closed and prevents washing iiuid from reaching the main washing standard. With switch |41 in its open circuit position switch |45 may be operated to check the operation of circuit controlling motor |30 and the mechanism which moves the main standards from their inoperative to their operative position.

Opening of switch |48 interrupts the circuits' over wires |88 to |89 which includes operating coil |64 of motor operating contactor |51, and thus prevents movement of the washing standards toward their operative position by motor |30. Switch |48 is also in series with switch |46, and serves to interrupt the circuit including coil |59 of motor operating contactor |56 to prevent movement of the washing standards to their inoperative position away from track section Operation of the group of switches just described permits complete manual control of the operation of the washing station when it is desired to interrupt the washing of locomotives at any time or to position the standards independently of the position of track circuit Switch |41 and contacts |38 and |43 of relay 89 must be closed to permit the ow of washing fluid to the washing standard and this feature prevents waste of washing fluidby manipulation of switch |41 so that the ow of washing uid is stopped except when track section is occupied or switch |45 is closed.

The modified circuit arrangement illustrated on Figure 10 of the drawings is similar to that used in my copending application S. No. 448,137, re-

ferred to hereinbefore and differs from Figure 9 in that a separate track relay is used, the operating coil of which is connected in a circuit including battery 202, lines 220 and 22| and insulated track section Track relay 223 illustrated diagrammatically in Figure 10, is provided with an armature 226 which moves into contact with iixed contact 221 when its operating coil 228 is wire |83 to main supply line |52. Upon energizetlon of track relay 223 operating coil |34 of relay 89 is energized by the connection just described tomain supply conductors and |52. Contact |39 of relay 89 is connected to wire 233 which corresponds to wire |89 of Figure 9.

One contact of switch |45 is connected by wire 235, to wire 230. 'Ihe remaining contact of switch |45 is` connected to wire 23|. It will thus be s een that when switch |45 is closed, contacts 226 and 221 are short circuited so that operating coil |34 may be energized when track section Il is unoccupied. Stationary back contact |4I of relay 89 is connected by wire 231 to wire |83 which is in turn connected to main supply conductor |52. The remaining connections are the same as those illustrated in Figure 9, and the same reference numerals. have been applied to designate connections which do not differ from those illustrated by Figure 9 and fully described in connection therewith. Switch |46 is connected in Wire |19 so that manipulation of this switch to its open circuit position interrupts the connection to operating coil |59 of contactor |56 and serves to arrest or prevent movement oi the washing standards toward their inoperative position. Switch |41 may be used to interrupt the circuit of pilot valve 95 independently of the position of contacts |38 and |43 of relay 89 that'was described in connection with Figure 9. Manipulation of switch |48 to its open position interrupts the circuit including operating coil |34 of relay 89 and also the circuit including the operating coil |64 of contactor |51. With this circuit arrangement coil I34 of relay 89 cannot be energized from switch |45 when switch |48 is in its open position, and therefore back contacts |4I and |31 cannot be separated when switch |46 is closed to energize the operating coil |59 of contactor |56. In the circuit arrangement, illustrated by Figure 9, when switch |48 is opened, the circuits of both contactor coils |59 and |64 are deenergized, but contacts |31 and |4| may be separated by manipulation of switch |45. It will thus' be possible to arrest movement of the standards to an operative position by manipulation of switch |45 if wire^|8| of Figure 9 were connected directly to wire |83 as done in Figure 10.

From the detailed description of the operation of the switches and circuits given in connection with Figure 9, the operation of the modication illustrated by Figure will be obvious. Figure 10, like Figure 9, illustrates the position of the circuit controlling elements when insulated track section is unoccupied.

Switches |45 to |48 may be manipulated as previously described to effect manual control of the washing station.

In order that my washer may be fully automatic in its operation I have provided a novel automatic valve operating means to control iiow of washing fluid to the main washing standards, illustrated in detail by Figures 3 and 4 and diagrammatically by Figure 2. Figures 6 and rI illustrate a modification of the automatic valve arrangement of Figure 4 adapted for,supplying uid automatically to two washing stations on adjacent tracks.

Referring to Figures 2 and 4, it will be seen that valve chamber 260 of electrically operated pilot valve 95 is connected by conduit 262 so as to be supplied with fluid under pressure from pump 18. Conduit 262 is provided with hand valve 263 to prevent automatic operation of the washer when desired. Manually controlled switch |41, valve 263 and hand valve 92 may be used separately or together to control the flow of washing fluid manually.

Energization of the controlling solenoid of pilot valve 95 places conduit 262 in communication with conduit 264.

Conduit 264 is connected to branch 266 which is in communication with diaphragm chamber 268 of main supply valve 94 through conduit 269. Branch 266 also communicates with diaphragm chamber 21| of uid pressure operated drain valve 91, and is provided with a drain valve 213 beyond its connection with diaphragm chamber 21|.

Branch 214 of conduit 264 communicates with t diaphragm chamber 216 of uid pressure operated valve H2, which controls the now of solvent or oil from tank 98 to supply conduit 66. Branch 214 is also provided with a drain valve 218 be yond the point of connection with diaphragm chamber 216. Valves 213 and 218 provide for draining conduit 264 and its branches. Valves 94 and H2 are opened and drain valve 91 is closed when conduit 264 is supplied with fluid upon energization of the controlling solenoid of pilot valve 95. Electrically operated pilot valve 95 in its deenergized position places pressure conduit 264 in communication with drain pipe 288 which is connected to drain conduit 28|. The diaphragms of valves 94, 91 and H2 are relieved of iluid pressure which permits valves 94 and |12 to close and valve 91-to open. A manually adjustable valve 283 which is preferably of the needle type to permit fine adjustment is interposed .in conduit 288 to control the rate of drain of the diaphragm chambers to control the rate of closing of valves 94 and H2 and the rate of opening of main drain valve 91 to prevent water hammer.

Control of the operation of the pressure operated valves by regulating the rate of flow of uid under pressure into their respective diaphragm chambers prevents excessive pressures on the machine and the possibility of stalling the motors before the standards are in their operative position.

Pump 18 as previously described stops before the diaphragm chambers of the pressure operated valves are relieved of fluid pressure. Adjustment of needle valve 283 may be such that upon de energization of motor controller winding 82 and pilot valve 95 the escape of fluid from the diaphragm chambers is retarded to such an extent that pump 18 has stopped and the pressureexisting in conduit 18 is diminished before the diaphragms of the respective valves are relieved of fluid pressure which has been built up in conduit 264 upon energization of valve 95.

Valve 91 interposed in conduit 285 provides for drainage of the washing standards back through supply pipe 66 to drain conduit 28|, when conduit 264 vis relieved of fluid pressure on deenergzation of pilot valve 95. Hand valve 286 may be closed 1' to prevent drainage of the standards when desired. Drain conduit 28| is closed by check valve and is connected by tube 293 to the operating' chamber of valve 288. Valve 288 is preferably set to open at or below temperatures of one hundred degrees Fahrenheit.

Temperature controlled valve 288 and thermal element 29| may be of the type described in connection with regulator 13 and thermostatic bulb 14.

The automatic valve arrangement just described functions upon approach of a locomotive or other vehicle to supply Water from pipe 18 and fluid from tank 98 to the main washing standards. When a locomotive enters insulated track section contacts |38 and |43 are closed to energize the controlling solenoid of pilot 'valve 95 to place the diaphragm chambers of the pressure operated valves in communication with conduit 262. Contacts |36 and |42 are also closed which energizes the operating coil 82 of motor starter 8| over wires 83 and 84 which places pump 18 in operation. Automaticallly operated valve 94 and pressure operated valve I I2 previously described open slowly as fluid under pressure is admitted to their diaphragm chambers. Drain valve 91 closes and in this condition of the automatic valve system, hot Water from pipe 18 and oil or solvent from tank 98 is supplied to conduit 66 and the washing standards.

As the locomotive leaves insulated track section cooperating contacts 36 and |42 and cooperating contacts |38 and |43 are opened in the manner previously described in connection with Figures 9 and 10. Motor starting switch 8| (Figure 2) opens and valve 95 operates to place the diaphragm chambers of the pressure operated valves in communicationwith drain pipe 28|. Valve 283 is preferably adjusted so that valves 94 and ||2 are closed slowly and drain valve 91 likewise opens slowly as fluid is permitted to drain from the diaphragm chambers.

' Where the existing pressure of the water supply entering the pipe 'I6 is utilized, pump 18 may be dispensed with. The operation of the automatic valves follows the cycle .previously described, valve 263 being set to admit fluid slowly to the diaphragm chambers of the pressure operated valves.

vThe modication of the automatic valve arrangement shown in Figuresl 6 and '7, permits operation preferably in an alternate manner of .two locomotive Washers located on adjacent tracks. Valve pit 61 of Figures 6 and 7 may be conveniently located between the foundations 4 of the washers with resulting economy of space in crowded yards.

Referring to' these figures in detail it will be seen that supply conduit 18 is connected to a suitable `iltting 299, which communicates with conduits 38| and 382 which correspond to supply pipe 66 of Figures 2 and 4. Pressure operated valves 383 and 384 are' interposed in conduits 38| and 382 respectively. Conduit 3|8 communicates' with the valve chambers of electrically operated pilot valves 3|2 and 3|4 which are similar to pilot valve 95 previously described in connection with Figures 2 and 4. Valves 3|5 and 3|6 control the iiow of fluid to the valve chambers ofthe pilot valves 3|2 and 3|4.

Control conduit 3|8 is connected to the valve chamber of pilot valve 3|2 and is placed in cornmunication with supply conduit 18 upon energization of the controlling solenoid of pilot valve 3|2 which occurs when the insulated track section of the left hand Washer is occupied.

Conduit 3`|8 communicates with the diaphragm chamber of automatically controlled supply valve 303 and is connected through check vulve 320 to the diaphragm chamber of automatic drain valve 31. Control conduit 32| which is connected to the valve chamber of pilot valve 3|4 also communicates with the diaphragm chamber of automatic drain valve 31 through check valve 322.

Branch conduit 323 leads from conduit 3|8 to the diaphragm chamber of pressure controlled valve 301 which controls supply of uid from tank 38 to main supply conduit 30| through which the supply of washing uid under pressure is conducted to the standards of the left hand washer. A drain valve 310 is provided at the end of conduit 323 for the purpose of draining control conduit 3|8. Control conduit 32| is placed in communication with supply conduit 10 upon energization of the controlling solenoid of pilot valve 3|4, when the insulated track section of the right hand washer` is occupied. Branch conduit 326 connects control conduit 32| with the diaphragm chamber of pressure controlled valve 308, which controls the supply of uid from tank 36 to the right hand washer.

Drain valve 318 closes the open .end of conduit 326. Conduit 32| is in communication withthe diaphragm chamber of automatically controlled valve 31 through conduit 336 in which is located 4check valve 338.

Supply conduit 302 for the right hand` washer is connected to automatic drain valve 31 through conduit 333 in which check valve 34| is located. Manually controlled valves 343 and 344 which correspond to valve 286 of Figures 3 and 4 provide for closing off communication between supply conduits 30| and 302 and the automatic drain valve.

Thermally controlled valve 238`under control of thermostatic bulb 23| drains supply conduit 10 in the manner fully described in connection with Figures 4 and 5.

Drain pipe 334 is provided with a check valve 346 to prevent backow of waste waterinto the system.

In operation of the modied valve arrangement just described, entry of a vehicle upon the insulated track sections of either the right hand or the left hand washing station will initiate operation of the pump 18, it being understood that in the preferred arrangement, duplicate control panels |33 are provided, one for each Yof the washers, with suitable connections from each panel to coil 82 of motor starter 8|.

If desired, one panel |33 may be provided having separate control circuits from each of the track sections of the washers so as to provide independent operation of either of the pilot valves 3|2 or 3| 4, depending on the track which is occupied. The arrangement utilizing one control panel is especially advantageous if the tracks are used only for washing purposes in which case the standards may remain stationary in their operative position adjacent the track permitting omission of motors |30 and their control and supply circuits. In this latter instance, if the standards are to be moved automatically, separate control circuits for each of the motors |30 could be provided by utilizing two relays 83 on panel |33.

Assuming'occupancy of the track section of the left hand washer, pilot valve 3|2 will be operated as fully described in connection with the embodiment of Figures 4 and 5, placing conduit 3|8 in communication with conduit 3| 0 to operate valves 303 and 301 to their open position and close drain valve 31. Check valve 322 closes when uid under pressure is present in conduit 3|3 to prevent flow of fluid from conduit 3|3 to conduitI 32|.l When the insulated track section of the right hand washing station is occupied, conduit 3|0 is placed in communication with conduit 32| upon operation of pilot valve 3|4. Valves 308 and 304 are opened, and automatic drain valve 31 is closed.l Check valve 320 is closed, preventing escape of fluid from conduit 32| to conduit 3|8.

When a washing operation has been completed on the track section of the left hand station, pilot valve 3|2'places conduit 3|8 in communication with conduit 328. Fluid escapes from the valve chambers of valves 303 and 301 and 31, the rate of drain being controlled by needle valve 332.

When washing operations are completed at the right hand washing station, pilot valve 3 I4 places control conduit 32| in communication with conduit 323 and the drain which permits closing of valve 304 and 308 and the opening of automatic drain valve ,91. Flow of uid from the diaphragm chambers vof the valves through pilot valve 3|4 is also under control of needle valve 332. Check valves 338 and 34| prevent draining of one of supply conduits 30| or 302 into the other. Needle valve 332 regulates the rate of closing of the valves by controlling the rate of discharge from the diaphragm chambers. Valves 3|5 and 3|6 may be adjusted to control the rate of iiow of uid to the diaphragm chambers-of the pressure control valves of each washer.

The complete operation of the locomotive ,washer of my invention including the automatic features thereof will now be described. As the vehicle to be washed approaches the washing station and bridges the rails of insulated track section the sequence of operations described in connection with Figures 9 and 10 is initiated, depending upon the choice of circuit connections disclosed in these figures. Energization of motor starter 3| and pilot valve 35 causes pump 18 to operate and valves 34 and ||2 to open and valve 31 to close inthe manner fully described in connection with Figure 2.

Washing liquid in which desired proportions of oil or other cleansing material has been mixed from tank 38, issues from nozzles 52 on the main upright pipes 48 projecting the washing liquid on the sides of the vehicle in unbroken lms, as illustrated by Figure 1, which strike the surfaces of the vehicle with a'gentle slicing action. As the films of washing liquid impinge on the surfaces to be cleansed, the liquid iiows down over the surface with a ilushing effect. The nozzles on the inwardly curved upward portions 50 of main pipes 43 project cleansing liquid on the top of the vehicle which reaches all of the crevices in and about the ttings. I

The nozzles of auxiliary pipes 43 assist in removing grease and dirt from the wheels, main guide rods, guides and the guide yokes oi' a locomotive.

The nozzles on pipe 63 vcleanse the parts beneath the locomotive in an eflicient manner. Each nozzle may be turned so that its film like spray lies in a plane that will most effectively reach all parts of the running gear lying-beneath the locomotive.

Modern locomotives in some instances are provided With booster engines and a third driving cylinder locatedbetween the main cylinders, the driving piston of which is connected to a crank in the axle of one of the pairs of drivers. This added mechanism which is ordinarily inaccessible and can be cleaned over a pit by hand methods only with great diiliculty, is readily cleansed of dirt and foreign matter, which is drawn up from the road bed, by the nozzles on pipe 69 so these parts may be more readily inspected and defects detected.

As the vehicle passesv from the washing station, motor i3d operates to bring the standards to their inoperative positions and valves 9| and .H2 are closed and drain valve 91 is opened as previously described in connection with the operation of the automatic control arrangement shown on Figures 2, 4, 9 and 10. rihe apparatus is then in its non-operative position and ready for entrance of another rail vehicle on the insulated track section of the washing station.

If the locomotive to be cleansed is covered with deposits resulting from the combustion of soit coal, valve 62 (Figure 3) is opened as the locomotive approaches the washing station permitting streams of the deposit removing solution to be projected upon the approaching locomotive before it reaches the streams. from the main washing standards. The intervals between the time that the sprays from the nozzles on auxiliary pipes reach the locomotive and thetime that the streams from the main washing standards reach the locomotive, I have found is generally sumcient to remove the major portion of the deposits of foreign matter and where the deposit is especially heavy it softens the remainder so that it is readily removed by the streams from the main washing standards.

In the event that it is desired to have the. deposit removing solution admitted to aui'riliary pipes S5, automatically upon approach of a vehicle, a iiuid pressure operated valve similar to that indicated by reference character M2 may be connected in solution supply pipe @I so that its diaphragm chamber will be supplied with uid under pressure from conduit 2%.

When desired at any time the deposit removing solution may be permitted to remain on the .of Vwashing liquid to pipes locomotive by opening manually controlled switch i" (Figures 9 and l0) so as to prevent the now e3 and' 6d of the main washing standards.. This operation will be especially useful where the accumulation is especially heavy.

A concentrated solution may be applied and allowed to remain to condition the locomotive or other vehicle for refinishing and repalnting.

The washing station just described may be installed so that automatic operation will be had on any section of track, lthough it is frequently used for train movements. When rolling stock is using the track for train and shifting movements, manually controlled switches M6 to l@ will be kept in their open position. The washing standards in their inoperative position will not interfere in any way with the passage of trains and will not be dangerous to trainmen riding on the sides or tops of the cars.

Although my novel washing methods and apparatus described have been shown in connection with and described for use with rail' vehicles, the invention is not limited thereto. The novel washing arrangement herein described employing the nozzles of my invention for projecting unbroken nlm like sprays are equally useful for washing automobiles, busses, motor coaches, rail cars, railway cars and similar vehicles, the washing station being changed to accommodatey the vehicle to be washed.

In the embodiment of the invention disclosed herein, the vertical standards are designed especially for the cleansing of locomotives. It will be obvious that `the heights and shapes of these pipes will be varied to wash different sizes and shapes ofv vehicles on the top, thereof.

In all of the various uses above suggested, the use of my new nozzles projecting novel nlm like sprays which impinge on the surfaces ofthe vehicle in their unbroken form reach and cleanse all parts of the vehicle in the most eiilcient manner so that the dirt and deposits of foreign matter are rst subjected to the cleansing action of the sprays after which the. surface is washed by the owing action of the liquid. A polish is imparted solely by the spraying operation by using the solutions of my invention described in my Patent No. 2,057,388.

The invention may be embodied in other specibottom and sides fic forms without departing from the spirit or UnitedStates Letters Patent is:

i. An apparatus for washing locomotives or similar vehicles comprising cleansing devices consisting solely of spraying means, said means comprising laterally spaced, vertically extending, nozzle-carrying, hollow standards arranged to permit passage of a vehicle therebetween, a plurality of discharge nozzles constructed to project ianshaped sprays and arranged at relatively closely spaced intervals along the length of each of said standards to project a spray upon the top and sides of the vehicle, and a nozzle carrying convduit extending transversely of the vehicle located adjacent said laterally spaced standards and lying beneath the vehicle as it passes therebetween, a plurality of discharge nozzles constructed to project fan-shaped sprays and arranged at rela.- tivelyclosely spaced intervals along the length of said conduit, and means to supply cleansing liquid to said standards and said conduit, said spraying means projecting a spray of cleansing liquid on the top, bottom and sides of the vehicle in a zone between two vertical planes located relatively closely together whereby all of the surfaces of the vehicle will be cleansed progressively by passing it through said zone, said discharge nozzles being located along the length of said standards and said conduit in staggered relationship to project non-interfering, over-lapping, fan-shaped sprays in substantially vertical planes.

2,. An apparatus for washing locomotives or similar vehicles comprising cleansing devices consisting solely of spraying means, said means comprising a vertically-extending pipe adjacent the path of travel of a vehicle to be cleansed, a plurality of discharge nozzles on said pipe, eachof said nozzles directing a fan-shaped film of liquid in a substantially vertical plane toward the vehicle, said nozzles being distributed in staggered relationship along the length of said pipe, whereby said sprays reach the surfaces of the vehicle without interference.

3. An automatic apparatus for removing products of combustion and stains from locomotives or similarvehicles and restoring their surfaces to a clean unstained condition solely by a spraying operation during a passage of the vehicle through a. washing station comprising a plurality oi substantially vertical pipes spaced from one another to deiine a passageway for a vehicle, a plurality of nozzles on each pipe facing said passageway, means for supplying washing liquid to said pipes, means for supporting said pipes for movement into and away from operative washing position adjacent said passageway, auxiliary pipes carried by said supporting means, a plurality of nozzles on said auxiliary pipes facing in the direction of approach of the vehicle to the washing station, means for supplying a deposit removing liquid to said auxiliary pipes, means for moving said supf porting means, and means dependent upon movement of a vehicle through said passageway for governing the operation of said supporting means.

4. An automatic apparatus for the thorough cleansing of a `rail vehicle solely by spraying, comprising spraying means located adjacent a track, a washing liquid supply conduit connected to said spraying means, a fluid pressure controlled valve positioned in said supply conduit for controlling the ow of washing uid through said conduit, a cleansing solution supply conduit for supplying a cleansing solution to said spray means connected to said rst mentioned supply conduit, a fluid pressure controlled valve positioned in said solution supply conduit, a normally open fluid pressure controlled drain valve positioned to drain said spray means and supply conduits, an electrically controlled valve for admitting fluid under pressure to the control means of said valves to prevent draining of the spray means and to allow ow of washing liquid and cleansing solution to said spraying means, and means whereby said electrically controlled valve is rendered responsive to movement of a vehicle on said track.

5. The invention as defined in claim 4 wherein said last-named means renders the electrically controlled valve responsive to further movement of the vehicle on said track for relieving the control means of said valves of uid pressure to cut off flow of washing liquid and cleansing solution, and permit opening of said drain valve to drain said spray means and supply conduits.

6. The combination of claim 4 wherein said electrically controlled valve is provided with a restricted inlet and a restricted outlet, whereby the control means of said fluid pressure operated valves are gradually subjected to uid pressure and gradually relieved of uid pressure to retard the opening and closing movements thereof.

7. An automatic apparatus for thoroughly cleansing a rail vehicle solely by spraying, comprising spray means located adjacent the track and means to supply cleansing liquid thereto under pressure upon approach to and passage of the vehicle through the spray means, said supply vmeans comprising valve means and a pressure supply pump, means responsive to movement of a vehicle on said track to open said valve means and start said pump upon approach of a vehicle to said spray means, and to stop said pump and close said valve means after said vehicle has entirely passed said spray means, means for retarding the opening of said means for retarding the closing of said valve means.

8. A system of automatic washers for locomotives and similar vehicles, comprising a plurality of washing stations arranged at adjacent tracks, a common main supply conduit, supply conduits individual to each of said washing stations connected to said main supply conduit, drain conduits for said supply conduits, automatically controlled valve means positioned in said individual supply conduits, control means for each washing station responsive to movement of a vehicle on its associated track for opening said valve means in its individual supply conduit to allow flow of washing fluid to said station upon occupancy of its track by a vehicle, an automatically controlled, normally open drain valve positioned in said drain conduits, means whereby said vehicle-responsive control means closes said drain valve when either of said supply valve means is opened, said vehicle-responsive control means being responsive to further movement of the vehicle on said associated track to close said supply valve means to cut off the supply of cleansing fluid and open said automatic drain valve.

9. An automatic apparatus for removing products of combustion and stains from locomotives or similar vehicles and restoring their surfaces to a clean unstained condition solely by a spraying operation during a passage of the vehicle through a washing station comprising a plurality of substantially vertical pipes spaced from one another to define a passageway for a vehicle, a plurality means for supporting said pipes for movement into and away from operative washing position adjacent said passageway, auxiliary pipes carried by said supporting means, a plurality of nozzles on said auxiliary pipes facing in the direction of approach of the vehicle to the washing station,y means for supplying a deposit removing liquid to said auxiliary pipes, and means for moving said supporting means.

10. An apparatus for washing locomotives or similar vehicles comprising cleansing devices consisting solely of spraying means, said means comprising laterally spaced, vertically extending, nozale-carrying, hollow standards arranged to permit passage of a vehicle therebetween, a plurality of discharge nozzles constructed to project fanshaped sprays and arranged at relatively closely spaced intervals along the length of each of said standards to project a spray upon the top and sides of the vehicle, and means to supply cleansing liquid to said standards, said spraying means projecting a spray of liquid on the vehicle in a zone between two vertical planes located relatively closely together whereby the surfaces of the vehicle will be cleansed progressively by passing it through said zone, said discharge nozzles being located along the length of said standards in staggered relationship to project non-interfering, over-lapped, fan-shaped sprays in substantially vertical planes.

'I'HOMAS A. MACKIN.

valve means, and 

